EP1889751B1 - Vehicle power supply device - Google Patents

Vehicle power supply device Download PDF

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Publication number
EP1889751B1
EP1889751B1 EP06781630.6A EP06781630A EP1889751B1 EP 1889751 B1 EP1889751 B1 EP 1889751B1 EP 06781630 A EP06781630 A EP 06781630A EP 1889751 B1 EP1889751 B1 EP 1889751B1
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EP
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Prior art keywords
capacitor unit
capacitor
unit
value
degradation
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German (de)
English (en)
French (fr)
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EP1889751A4 (en
EP1889751A1 (en
Inventor
Tosihiko c/o Matsushita Electric Industrial Co. Ltd. OOHASI
Yohsuke c/o Matsushita Electric Industrial Co. Ltd. MITANI
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Panasonic Corp
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Panasonic Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0076—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/16—Dynamic electric regenerative braking for vehicles comprising converters between the power source and the motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/003—Environmental or reliability tests
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/50—Testing of electric apparatus, lines, cables or components for short-circuits, continuity, leakage current or incorrect line connections
    • G01R31/64—Testing of capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present invention relates to emergency power supplies for electronic devices operated by battery or other power source. More specifically, the present invention relates to a vehicle power supply device that is used, for example, in an electronic brake system for electrically braking a vehicle.
  • the electrohydraulic control of vehicles is generally performed using a battery-operated power supply. Therefore, if the power supply from the battery is cut off for some reason, the hydraulic control is shut off, possibly making it impossible to brake the vehicles.
  • various vehicle power supply devices have been proposed which include high-capacity capacitors or the like as an auxiliary power supply besides the battery.
  • a conventional vehicle power supply device determines degradation of the capacitors as follows. First, the vehicle power supply device obtains the internal resistance value and the capacitance value of a capacitor unit including a plurality of capacitors. Then, the device makes the temperature sensor disposed near the capacitor unit detect the temperature. Next, the device corrects the internal resistance value and the capacitance value based on the detected temperature. Finally, the device compares these corrected values with the degradation standard value data corresponding to the detected temperature so as to determine the degradation. More specifically, the internal resistance value of the capacitor unit is correlated with the inverse of the capacitance value when sufficient electricity is supplied to the load; however, the correlation changes when the capacitor unit is degraded.
  • This fact is taken advantage of to determine the degradation of the vehicle power supply device as follows.
  • the relation between the internal resistance value and the capacitance value when the capacitor unit is degraded is previously stored in association with each temperature in a ROM connected to a controller (microcomputer).
  • the device is determined to be degraded when the internal resistance value corresponding to the capacitance value that is corrected based on the current temperature reaches the stored degradation standard value of the internal resistance value.
  • Fig. 7 is a correlation graph between a capacitance value and the degradation standard value of an internal resistance value of the capacitor unit of a conventional vehicle power supply device, using degradation determination formulas corresponding to different temperatures.
  • the correlation graph shows an example of the degradation standard value data of the internal resistance value corresponding to the capacitance value.
  • horizontal axis represents the capacitance
  • the vertical axis represents the internal resistance. The correlation between them differs depending on the temperature and is shown at temperatures at 15°C intervals between -30°C and 30°C.
  • the degradation standard value is 230 mO as shown by the circle plot (0°C) of Fig. 7 . Since the current internal resistance (130 mO) has not reached the standard value, the capacitor unit is determined not to be degraded yet.
  • the degradation standard value is 180 mO as shown by the square plot (15°C) of Fig. 7 . Since the current internal resistance (115 mO) has not reached the standard value, the capacitor unit is determined not to be degraded yet.
  • the degradation standard value is 80 mO as shown by the "X" plot (30°C) of Fig. 7 . Since the current internal resistance (110 mO) has exceeded the standard value, the capacitor unit is determined to be degraded.
  • the conventional vehicle power supply device can determine degradation of the capacitor unit and that the determination is accurate because it is performed with respect to each temperature.
  • the degradation standard value data that can be stored in the ROM is limited to the amount corresponding to the plots shown in Fig. 7 due to the storage capacity of the ROM. Therefore, when the plot corresponding to the temperature exists, the degradation can be determined with high accuracy. On the other hand, when the plot corresponding to the temperature does not exist, the capacitance value on the plot corresponding to the closest temperature is used. Since this is not the accurate degradation standard value, the degradation cannot be determined with sufficient accuracy when the plot corresponding to the temperature does not exist.
  • the vehicle power supply device of the present invention determines degradation of the capacitor unit as follows.
  • the relation between the capacitance value and the internal resistance value when the capacitor unit is degraded is defined as a degradation determination formula.
  • the capacitance value of the capacitor unit is substituted into the degradation determination formula to give the standard value.
  • the standard value is equal to or less than the internal resistance value of the capacitor unit, the capacitor unit is determined to be degraded.
  • This structure makes it possible to calculate the degradation standard value using the degradation determination formula, thereby providing highly accurate determination of degradation.
  • Fig. 1 is a block circuit diagram of a vehicle power supply device according to an embodiment of the present invention.
  • battery 1 is connected to IG (ignition generator) terminal 4 in vehicle power supply device 3 via ignition switch 2, which is operated to start or stop the operation of the vehicle.
  • Battery 1 is also connected to +BC terminal 5, which is provided to supply power to vehicle power supply device 3, and power-supply terminal 7, which is provided in electronic controller 6.
  • Vehicle power supply device 3 and electronic controller 6 are connected to each other via communication input terminal 8, communication output terminal 9, and OUT terminal 12.
  • Communication input terminal 8 is used when vehicle power supply device 3 receives a signal from electronic controller 6.
  • Communication output terminal 9 is used when vehicle power supply device 3 outputs a signal to electronic controller 6.
  • OUT terminal 12 is used when vehicle power supply device 3 outputs auxiliary power charged in capacitor unit 11 provided therein including a plurality of capacitors when battery voltage detector 10 detects an abnormal voltage of battery 1.
  • vehicle power supply device 3 The following is a description of the structure of vehicle power supply device 3.
  • Vehicle power supply device 3 includes capacitor unit 11 as an auxiliary power supply to supply power to electronic controller 6, which brakes the vehicle under abnormal conditions of battery 1.
  • Capacitor unit 11 is composed, for example, of a plurality of electric double layer capacitors capable of rapid charge-discharge.
  • Vehicle power supply device 3 further includes charge circuit 13 and discharge circuit 14 to charge and discharge, respectively, capacitor unit 11. These circuits are controlled in accordance with the instructions from microcomputer 15, which is a controller.
  • Charge circuit 13 includes a constant current controller, which keeps a voltage rise in capacitor unit 11 during charge as constant as possible.
  • Battery voltage detector 10 is provided with switch 16 formed of a FET. Switch 16 supplies auxiliary power from capacitor unit 11 to electronic controller 6 via OUT terminal 12 when an abnormal voltage of battery 1 is detected.
  • Vehicle power supply device 3 further includes capacitor-unit voltage detector 17a and capacitor-unit current detector 17b, which detect the voltage and the current, respectively, of capacitor unit 11.
  • Vehicle power supply device 3 further includes temperature sensor 18 in the vicinity of capacitor unit 11 so as to detect the temperature of the area. Temperature sensor 18 is formed of a thermistor, which is highly temperature-sensitive and easy to form a detection circuit.
  • Microcomputer 15 is electrically connected to battery voltage detector 10, charge circuit 13, discharge circuit 14, switch 16, capacitor-unit voltage detector 17a, capacitor-unit current detector 17b, and temperature sensor 18.
  • switch 16 is connected to battery voltage detector 10, but receives instructions from microcomputer 15 via battery voltage detector 10. Therefore, switch 16 is connected to microcomputer 15 electrically.
  • ignition switch 2 is turned on to start the operation of the vehicle.
  • battery 1 supplies power to microcomputer 15 via IG terminal 4.
  • Battery 1 supplies another power at a voltage of 12V to vehicle power supply device 3 via +BC terminal 5. Battery 1 supplies further another power to electronic controller 6 via power supply terminal 7.
  • microcomputer 15 controls charge circuit 13, so that battery 1 charges capacitor unit 11.
  • the voltage of battery 1 is determined to be normal when it is at the standard value (for example, 9.5V) or more. In other words, no auxiliary power is necessary because the braking of the vehicle is performed normally by the power supplied from battery 1 to power-supply terminal 7.
  • microcomputer 15 controls discharge circuit 14, so that capacitor unit 11 discharges the auxiliary power accumulated therein. This extends the life of the capacitors.
  • vehicle power supply device 3 when battery 1 either has a voltage drop or is under abnormal conditions.
  • microcomputer 15 determines that battery 1 is at an abnormal voltage. As a result, microcomputer 15 turns on switch 16, which is normally in the off state, so as to supply auxiliary power from capacitor unit 11 to electronic controller 6 via OUT terminal 12. Microcomputer 15 also transmits an abnormality signal indicating abnormality of battery 1 to communication output terminal 9. Electronic controller 6 makes the abnormality of battery 1, for example, be displayed in the vehicle, thereby directing the driver to immediately stop the vehicle. At the same time, the auxiliary power accumulated in capacitor unit 11 is supplied to electronic controller 6. This enables the driver to apply brakes to stop the vehicle safely.
  • the standard value 9.5V
  • microcomputer 15 transmits an abnormality signal indicating abnormality of capacitor unit 11 to electronic controller 6 via communication output terminal 9. This allows the driver to have a maintenance company or the like inspect or replace capacitor unit 11.
  • Capacitor unit 11 can itself detect sudden abnormalities due to a short-circuit or disconnection of the capacitors by making capacitor voltage detector 17a monitor the voltage.
  • Fig. 2 is a flowchart showing the operation flow of the vehicle power supply device of the embodiment of the present invention.
  • capacitor-unit voltage detector 17a starts the detection of the voltage of capacitor unit 11 with time.
  • capacitor-unit current detector 17b starts the detection of the charging current of capacitor unit 11 with time. From the detected current and voltage, a capacitance value C and an internal resistance value Rc of capacitor unit 11 are obtained (S2) as follows.
  • Fig. 3 is a graph showing the change in the voltage of the capacitor unit with time during charge in the vehicle power supply device according to the embodiment of the present invention.
  • the horizontal axis represents time and the vertical axis represents voltage.
  • Capacitor-unit voltage detector 17a detects the voltage drop by utilizing the fact that the charge voltage changes before and after the suspension of the charging.
  • the voltage drop and the current value, which is detected by capacitor-unit current detector 17b during charge, are substituted into a resistance value calculation formula (the former is divided by the latter), thereby obtaining the internal resistance value of capacitor unit 11.
  • the internal resistance value can be obtained from the voltage rise before and after the resumption of the charging.
  • capacitor voltage detector 17a detects the charge voltage change rate (shown by inclination in Fig. 3 ) by the end of the charging period.
  • the charge voltage change rate is determined by detecting time t required for the charge voltage of capacitor unit 11 to achieve a predetermined voltage difference (2V in the embodiment).
  • the accuracy of the charge voltage change rate is enhanced by detecting the time required to achieve the predetermined voltage difference of 2V, which is large enough to be detected with sufficient accuracy.
  • the time detection is more accurate by about an order of magnitude than the voltage detection by the AD converter, so that the charge voltage change rate can be determined more accurate by an order of magnitude than ever.
  • the time thus required to obtain the difference of 2V is multiplied by the charging current obtained from the output of capacitor-unit current detector 17b, and the product is divided by the predetermined voltage (2V) to obtain the capacitance value C.
  • the charging process is ended when the output of capacitor voltage detector 17a reaches 12V, which is the charge end voltage.
  • capacitor unit 11 has an internal resistance of 130 mO and a capacitance of 10 F at a temperature of 0°C .
  • the internal resistance value and the capacitance value cannot be detected in the above-described manner and therefore are estimated from the temperature of capacitor unit 11 based on their values obtained during charge as follows.
  • Fig. 4A is a graph showing the change in the capacitance of the capacitor unit with temperature in the vehicle power supply device according to the embodiment of the present invention.
  • the capacitance value is the average value of a large number of brand-new capacitor units 11. Therefore, the capacitance value of any brand-new unit 11 is close to the value on the temperature characteristic line of Fig. 4A .
  • the capacitance value gradually decreases as capacitor unit 11 is degraded with time during use.
  • the capacitance value of 10 F obtained at 0°C in the embodiment is lower by 4 F than the capacitance value 14 F of brand new capacitor unit 11. This indicates that capacitor unit 11 has been degraded by 4 F from the brand-new condition.
  • the capacitance value of the currently-used capacitor unit 11 is always different by 4 F from the capacitance value of brand new capacitor unit 11 as shown in Fig. 4A .
  • the current capacitance value can be estimated from the capacitance value obtained in S2 in the flowchart of Fig. 2 and the characteristic graph of Fig. 4A . This is because the difference in the capacitance between the currently-used capacitor unit 11 and the brand-new capacitor unit 11 is constant at 4 F regardless of the temperature.
  • the capacitance value of the brand-new capacitor unit 11 at 15°C is obtained from Fig. 4A (15 F in this case). Then, the difference 4 F between the currently-used capacitor unit 11 and the brand-new capacitor unit 11 is subtracted from the obtained capacitance value so as to estimate that the actual capacitance value is 11 F.
  • the capacitance of capacitor unit 11 at any temperature can be estimated in this manner only from the temperature at that moment.
  • the difference (4 F in the embodiment) in the capacitance between the currently-used capacitor unit 11 and the brand-new capacitor unit 11 is defined as a corrected value of degradation, which is obtained in S3 in the flowchart of Fig. 2 .
  • the internal resistance is estimated only by the temperature.
  • Fig. 4B is a graph showing the change in the internal resistance of the capacitor unit with temperature in the vehicle power supply device according to the embodiment of the present invention.
  • the internal resistance at 0°C is 130 mO
  • the average internal resistance of brand-new capacitor units 11 is 60 mO. This indicates that the currently-used capacitor unit 11 has been degraded from the condition of the brand-new capacitor unit 11 by the difference between them (the corrected value of degradation), which is 70 mO.
  • This value is also obtained in S3 as the corrected value of degradation of internal resistance from the internal resistance value obtained in S2 in the flowchart of Fig. 2 and from Fig. 4B .
  • microcomputer 15 determines that capacitor unit 11 is degraded. Microcomputer 15 then transmits a degradation-abnormality signal indicating the fact to electronic controller 6 via communication output terminal 9 (S5).
  • microcomputer 15 determines that the capacitor unit is degraded ("Yes" in S4c) and the process goes to S5.
  • the capacitor unit can be determined whether it is degraded or not by using the degradation determination formula when it is activated. This determination is more accurate than the conventional method of using finite pieces of degradation standard value data.
  • the degradation of the capacitor unit while the vehicle is in use is checked with time. Such a periodical determination of degradation improves its accuracy.
  • the internal resistance and the capacitance are estimated as follows based on the current temperature.
  • the ambient temperature of capacitor unit 11 is detected (S6).
  • the current temperature is set to the maximum operating temperature (30°C in the embodiment) of capacitor unit 11 when temperature sensor 18 has a fault because as apparent from Fig. 7 , the higher the operating temperature of capacitor unit 11, the more severe the degradation standard value in the embodiment.
  • temperature sensor 18 which is formed of a thermistor, may have an extreme sensitivity such as too high or too low when used outside the operating temperature range, thereby decreasing its accuracy of temperature detection. Moreover, the ability of capacitor unit 11 as the auxiliary power supply cannot be fully guaranteed.
  • estimated corrected values of the capacitance and the internal resistance of the current capacitor unit 11 are calculated from the corrected values of degradation (4 F and 70 mO, respectively, in the embodiment) obtained in S3 and the temperature detected in S6 using the characteristic graphs of Figs. 4A and 4B (S10a). More specifically, first, the capacitance and the internal resistance which correspond to the detected temperature are calculated using the characteristic graphs of Figs. 4A and 4B , respectively.
  • the corrected value of degradation of capacitance is subtracted from the capacitance value to obtain a corrected calculated value Ccal of capacitance.
  • the corrected value of degradation of internal resistance is added to the internal resistance value to obtain a corrected calculated value Rcal of internal resistance.
  • Fig. 5 is a correlation graph between the capacitance and the degradation standard value of the internal resistance in the vehicle power supply device according to the embodiment of the present invention, using degradation determination formulas corresponding to different temperatures.
  • the horizontal axis represents the capacitance and the vertical axis represents the internal resistance as the standard value.
  • capacitor unit 11 when the standard value corresponding to the current temperature is equal to or less than the corrected calculated value Rcal of internal resistance, capacitor unit 11 is determined to be degraded ("Yes" in S10c), and the degradation-abnormality signal is transmitted in the same manner as in S5 (S10d).
  • the process returns to S6 regardless of the presence or absence of degradation so as to repeat the same processes to perform the determination of degradation at the predetermined time interval.
  • Fig. 6 is a flowchart showing the timing control by a microcomputer in the vehicle power supply device according to the embodiment of the present invention.
  • the execution of the main program of a microcomputer is repeated in a specific internal cycle (in the order of several milliseconds, and 6 milliseconds in the embodiment). Under the timing control by the microcomputer, if an event or circumstance occurs in a cycle, the microcomputer performs the necessary processing and waits for the next cycle.
  • the voltage drop ⁇ V is expressed as the sum of the voltage drops caused by the wiring system and the internal resistance of the capacitors as well as by the braking of the vehicle.
  • Vload caused by the braking of the vehicle
  • Vdr Vf + Rloss ⁇ Icnt
  • Vf is a constant voltage drop showing a weak current dependence like a diode
  • Rloss is a total of the resistance value of the wiring system and the resistance values of switching elements.
  • Vc Rc ⁇ Icnt
  • Rc the internal resistance value of capacitor unit 11
  • Formula (9) can be substituted into formula (3) to be expressed in formula (10) below: Vstr - Vmin ⁇ Rc ⁇ Icnt + Icnt ⁇ t / C + Vdr
  • Formula (10) can be converted to formula (11) below: Rc ⁇ Vstr - Vmin - Vdr - Icnt ⁇ t / C / Icnt
  • formula (11) when the temperature is kept constant, Vstr, Vmin, Vdr, Icnt, and t are all kept constant. Consequently, formula (11) can be expressed by formula (12) below: Rc ⁇ A - B / C where A and B are constant coefficients.
  • Formula (12) provides the relational expression of the capacitance value C and the internal resistance value Rc of capacitor unit 11 to meet the load.
  • C and Rc need to satisfy formula (12).
  • Formula (12) can be used to determine whether capacitor unit 11 is degraded or not as follows. For example, C is substituted into formula (12) in S4b of Fig. 2 . When Rc meets formula (12), that is, when Rc is equal to or less than the standard value, capacitor unit 11 is determined to be normal. The standard value is the result of the right-hand side of formula (12). When Rc does not meet formula (12), capacitor unit 11 is determined to be degraded.
  • the constants A and B are set so that capacitor unit 11 is more likely to be determined to be degraded by considering margins, for example, for measurement errors of Rc and C of capacitor unit 11. More specifically, the internal resistance value Rc is given a 20% margin, and the capacitance value C is given a 15% margin. Consequently, the following formula is obtained: Rc ⁇ 0.8 ⁇ A - B / C ⁇ 1.15
  • the constants A' and B' which change with temperature (temperature coefficients), are stored in the ROM in association with each temperature.
  • the data is much smaller than the conventional degradation standard value data shown in Fig. 7 , and therefore, can be stored in the ROM without increasing the storage capacity than the conventional data.
  • Formula (13) (the degradation determination formula) is depicted as shown in Fig. 5 using A' and B' at each temperature.
  • the graph makes it possible to accurately determine the degradation limit of internal resistance (standard value) with respect to a given capacitance value at a given temperature and hence to improve the accuracy of the determination of degradation.
  • the determination of degradation is performed using the corrected calculated values Ccal and Rcal of the capacitance value C and the internal resistance value Rc.
  • the degradation can be readily determined by comparing between the standard value obtained by substituting the corrected calculated value Ccal of capacitance into formula (13) and the corrected calculated value Rcal of internal resistance. In the actual calculation, however, it is necessary to calculate the inverse (division) of Ccal.
  • the microcomputer is a general-purpose 8-bit microcomputer because of cost limitations, so that the execution of division is time-consuming.
  • a microcomputer is required to generate data at the timing determined by the internal cycle so as, for example, to allow a vehicle power supply device to communicate with the electronic controller (computer) for braking the vehicle so as to perform data exchange.
  • the high-precision calculation (in particular, the division between two sets of 1 word data) of formula (13) would not end within the internal cycle, thereby affecting the control cycle and generating data at the wrong timing.
  • the calculation to be performed is determined by the value of count N (S14a).
  • the count N is incremented (added with 1) so as to determine whether the calculation is complete or not (S14c).
  • the process returns to (S12) to wait for the internal cycle to pass.
  • the second divided calculation process 2 is executed (S14d).
  • the first 1/4, for example, of the algorithm to calculate B'/C of formula (13) between two sets of 1 word data is executed.
  • calculation process 3 (S14e) and the subsequent calculation processes are performed sequentially in accordance with the count N.
  • Dividing the calculation in this manner allows each calculation to be completed in the internal cycle, thereby generating data at the timing determined by the internal cycle.
  • the embodiment has shown an example in which the calculation of formula (13) is divided and executed according to the internal control cycle of microcomputer 15. Besides this, other calculations (such as the correction calculation of C or Rc with respect to the temperature) can be divided and executed in the same manner if they are time-consuming.
  • the above-described structure and operation enables vehicle power supply device 3 to achieve high-precision measurement and calculations without affecting the control cycle or the generated data when the degradation determination formula is calculated. This makes the determination of degradation of capacitor unit 11 more precise by at least an order of magnitude than the conventional method.
  • the capacitance value and the internal resistance value are calculated during charge in the embodiment. Alternatively, these values can be calculated and stored during discharge in the same manner when ignition switch 2 is turned off and the auxiliary power charged in capacitor unit 11 is discharged.
  • the vehicle power supply device of the present invention which determines degradation of the capacitor unit with very high accuracy, is particularly useful as an emergency power supply used in an electronic brake system for electrically braking a vehicle.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
EP06781630.6A 2005-07-26 2006-07-26 Vehicle power supply device Active EP1889751B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2005215352A JP4797487B2 (ja) 2005-07-26 2005-07-26 車両用電源装置
PCT/JP2006/314718 WO2007013481A1 (ja) 2005-07-26 2006-07-26 車両用電源装置

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JP5381086B2 (ja) 2008-10-06 2014-01-08 日本電気株式会社 通信システム及び通信制御方法
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CN101228048A (zh) 2008-07-23
JP2007030649A (ja) 2007-02-08
EP1889751A4 (en) 2013-04-10
US7680612B2 (en) 2010-03-16
EP1889751A1 (en) 2008-02-20
CN101228048B (zh) 2010-06-16
JP4797487B2 (ja) 2011-10-19
WO2007013481A1 (ja) 2007-02-01
US20090119034A1 (en) 2009-05-07

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